(07 Aug 2021, 11:28 am)Andreos1 wrote I'd have loved to have seen the business case for the latest version of the 71 and the predicted revenues versus capital expenditure.
I'd then happily laugh in the face of the wild claims made and send that person back to bus planning school.
There's throwing money after bad and then there's the 71.
15 years of someone, somewhere persevering, tweaking it slightly, tweaking it a bit more and cutting the resource, giving up for a bit (see 36 extension from Houghton), before coming back for a bit more and somehow convincing the powers that be, that after all the failed efforts previously - this version was going to work.
All whilst being part of a failed legacy of the Omnis on the 21 debacle.
As for the mandarins at the Dft and their timetable changes impacting on a bus service.
Imagine the mandarins in bus op commercial departments impacting on more than just rail connectivity...
I don't know how you can say that with a straight face. The 71 service operates out of Chester-le-street, which is also the terminus for 71, which means drivers and vehicles are used as efficiently as possible. They only use two buses for the 60 minute service and the vehicles are cascaded, so it's just the running costs which need to be paid. If anybody needs to learn how to schedule I don't think it's GNE....